SBk rules again.
Julian Bond
- 1000-4 and 1200-2 with identical rules
- Supersports engine rules for everyone (that's WSS not AMA SS)
- Homologation requirements are 100 and 200 road registered bikes in the
UK by June 2008 for small and large manufacturers.
SS engine rules is a small mechanical pull back from they are now with
1000-4. The biggest change will be no aftermarket ECUs I think. Could be
wrong about that.
Mmmm. 100 Ducati 1198s in the UK for Xmas? Assuming the 1098 doesn't
fall flat on it's face they should have no trouble selling them.
Meanwhile it's not just Ducati issuing demands. Apparently KTM have
joined them and said if they don't get 1200-2 in WSB agreement by end
May they won't bother preparing a Superbike. But then they have also
said they want to go racing in BSB next year. If, and it's probably a
big IF, WSB, BSB, AMA, AJRR could have common rules we might see KTM in
all the championships.
--
Julian Bond E&MSN: julian_bond at voidstar.com M: +44 (0)77 5907 2173
Webmaster: http://www.ecademy.com/ T: +44 (0)192 0412 433
Personal WebLog: http://www.voidstar.com/ skype:julian.bond?chat
*** Just Say No To DRM ***
wama...@email.com
what do the twins have to "give up" to get that 200cc bump?
seems awfully generous. why not 100cc?
w
wama...@email.com
what do the twins have to "give up" to get that 200cc bump?
seems awfully generous. why not 100cc?
w
On May 23, 8:13 am, Julian Bond <julian_b...@voidstar.com> wrote:
wama...@email.com
what do the twins have to "give up" to get that 200cc bump?
seems awfully generous. why not 100cc?
w
On May 23, 8:13 am, Julian Bond <julian_b...@voidstar.com> wrote:
wama...@email.com
what do the twins have to "give up" to get that 200cc bump?
seems awfully generous. why not 100cc?
w
On May 23, 8:13 am, Julian Bond <julian_b...@voidstar.com> wrote:
Bruce Hartweg
They give up mods. Under current rules, displacement is the same
but the twins can dork with the engine a lot more. New rules
now say tuning is the same for all, but twins can be bigger to
start with.
Bruce
Julian Bond
>On May 23, 8:13 am, Julian Bond <julian_b...@voidstar.com> wrote:
>> BSB has decided the rules for 2008.
>>
>> - 1000-4 and 1200-2 with identical rules
>on what basis is that 2-cyl 200cc premium set?
>what do the twins have to "give up" to get that 200cc bump?
>seems awfully generous. why not 100cc?
Right now (as in WSB), 1000-2 have virtually unlimited engine tuning
allowed. This results in the fairly daft situation of Airwaves Ducati
throwing large parts of the engine away after every 300 miles and
virtually all of it after 1000 miles. Cams, pistons, conrods, crank are
all open, prototype and stupidly expensive. 1000-4 is currently much
more like Supersports with limitations on all of that particularly cam
tuning limits, though I believe currently they allow modified cranks in
BSB to allow the fours to rev higher without blowing up.
The proposal is that the 1000-4s drop back a bit on allowed tuning and
part replacement and the 1200-2s have identical rules. The aim is two
fold. Reduce the costs for everyone (especially Ducati) and to let
Ducati (and others) race twins. The 200cc advantage then compensates for
the lower potential revs and inherent power limitation in comparison
with the fours.
All the teams have agreed to this, including HRC Honda, so they must
believe that it's more or less fair. Either that or Honda are off to WSB
and don't care.
Bruce Hartweg
>
> All the teams have agreed to this, including HRC Honda, so they must
> believe that it's more or less fair. Either that or Honda are off to WSB
> and don't care.
>
Or the RC57 is about to be announced ;)
Bruce
Mark N
> wama...@email.com
>>> BSB has decided the rules for 2008.
>>> - 1000-4 and 1200-2 with identical rules
>> on what basis is that 2-cyl 200cc premium set?
>> what do the twins have to "give up" to get that 200cc bump?
>> seems awfully generous. why not 100cc?
> Right now (as in WSB), 1000-2 have virtually unlimited engine tuning
> allowed. This results in the fairly daft situation of Airwaves Ducati
> throwing large parts of the engine away after every 300 miles and
> virtually all of it after 1000 miles. Cams, pistons, conrods, crank are
> all open, prototype and stupidly expensive. 1000-4 is currently much
> more like Supersports with limitations on all of that particularly cam
> tuning limits, though I believe currently they allow modified cranks in
> BSB to allow the fours to rev higher without blowing up.
>
> The proposal is that the 1000-4s drop back a bit on allowed tuning and
> part replacement and the 1200-2s have identical rules. The aim is two
> fold. Reduce the costs for everyone (especially Ducati) and to let
> Ducati (and others) race twins. The 200cc advantage then compensates for
> the lower potential revs and inherent power limitation in comparison
> with the fours.
>
> All the teams have agreed to this, including HRC Honda, so they must
> believe that it's more or less fair. Either that or Honda are off to WSB
> and don't care.
Assumedly what they also give up is the low homolgation minimum. If I
remember it correctly, Ducati only had to build 150 homolgation specials
under the old WSB rules, which was a huge advantage for them against the
Japanese, who haven't built an 1000-4 homolgation specials, I don't
believe. You said something about 1000 1200cc Ducatis headed for the UK,
so is that the new minimum? If so, is it a UK import minimum or a world
minimum?
As I've said before, I think this is probably the most important aspect
of any change in twin rules, it's homologation that has really benefited
Ducati over the years.
Julian Bond
So the new rules are that engine tuning is identical for twins and
fours. Which is what I tried to say.
Champ
<menu...@NYETSPAMearthlink.net> wrote:
>Assumedly what they also give up is the low homolgation minimum. If I
>remember it correctly, Ducati only had to build 150 homolgation specials
>under the old WSB rules, which was a huge advantage for them against the
>Japanese, who haven't built an 1000-4 homolgation specials, I don't
>believe. You said something about 1000 1200cc Ducatis headed for the UK,
No, he said 100. Ducati sell a reasonable number of bikes in the UK,
but they'd never shift a 1000 of those!
--
Champ
neal at champ dot org dot uk
T3
"Champ" <ne...@champ.org.uk> wrote in message
news:sgs853pcfjraraqtq...@4ax.com...
> No, he said 100. Ducati sell a reasonable number of bikes in the UK,
> but they'd never shift a 1000 of those!
I heard somewhere that almost all the 1098's sent here are sold, though I
don't recall exactly how many were shipped, suffice to say, it's gonna be a
hit...
Mark N
> Mark N wrote:
> >Assumedly what they also give up is the low homolgation minimum. If I
> >remember it correctly, Ducati only had to build 150 homolgation specials
> >under the old WSB rules, which was a huge advantage for them against the
> >Japanese, who haven't built an 1000-4 homolgation specials, I don't
> >believe. You said something about 1000 1200cc Ducatis headed for the UK,
> No, he said 100. Ducati sell a reasonable number of bikes in the UK,
> but they'd never shift a 1000 of those!
So if that's really the rule, stock 1200s but requiring only 100
imports, then we're pretty much back to the same ol' Ducati
favoritism. Probably unlikely that Ducati would build a true race
special just for BSB, but they could well make enough motor changes
that SS tuning isn't such a limitation. But if WSB follows suit with
something similar, then we're right back to where we were in the '90s.
Don't these people ever learn?
Mark N
> Mark N wrote:
> >Assumedly what they also give up is the low homolgation minimum. If I
> >remember it correctly, Ducati only had to build 150 homolgation specials
> >under the old WSB rules, which was a huge advantage for them against the
> >Japanese, who haven't built an 1000-4 homolgation specials, I don't
> >believe. You said something about 1000 1200cc Ducatis headed for the UK,
> No, he said 100. Ducati sell a reasonable number of bikes in the UK,
> but they'd never shift a 1000 of those!
So if that's really the rule, stock 1200s but requiring only 100
Mark N
> Mark N wrote:
> >Assumedly what they also give up is the low homolgation minimum. If I
> >remember it correctly, Ducati only had to build 150 homolgation specials
> >under the old WSB rules, which was a huge advantage for them against the
> >Japanese, who haven't built an 1000-4 homolgation specials, I don't
> >believe. You said something about 1000 1200cc Ducatis headed for the UK,
> No, he said 100. Ducati sell a reasonable number of bikes in the UK,
> but they'd never shift a 1000 of those!
So if that's really the rule, stock 1200s but requiring only 100
Mark N
> Mark N wrote:
> >Assumedly what they also give up is the low homolgation minimum. If I
> >remember it correctly, Ducati only had to build 150 homolgation specials
> >under the old WSB rules, which was a huge advantage for them against the
> >Japanese, who haven't built an 1000-4 homolgation specials, I don't
> >believe. You said something about 1000 1200cc Ducatis headed for the UK,
> No, he said 100. Ducati sell a reasonable number of bikes in the UK,
> but they'd never shift a 1000 of those!
So if that's really the rule, stock 1200s but requiring only 100
Bruce Hartweg
That was 100 bikes in the UK, this is BSB rules. And the "large"
manufacturers only need 200, so it is *Not* that far out of wack imho.
Now if WSB follows suit on the displacement/mods thing too, hopefully
they will also have reasonable worldwide numbers as well.
Bruce
Mark N
> Mark N wrote:
>> So if that's really the rule, stock 1200s but requiring only 100
>> imports, then we're pretty much back to the same ol' Ducati
>> favoritism. Probably unlikely that Ducati would build a true race
>> special just for BSB, but they could well make enough motor changes
>> that SS tuning isn't such a limitation. But if WSB follows suit with
>> something similar, then we're right back to where we were in the '90s.
>> Don't these people ever learn?
> Mark,
> That was 100 bikes in the UK, this is BSB rules. And the "large"
> manufacturers only need 200, so it is *Not* that far out of wack imho.
> Now if WSB follows suit on the displacement/mods thing too, hopefully
> they will also have reasonable worldwide numbers as well.
So has that always been the BSB rule on bike homologation? I thought BSB
used the same rules as WSB. Or is this new? The AMA uses a similar rule
for SB, with 300/400 tiering based on the number of US dealerships.
Anyway, my point is that this sort of homologation requirement does
encourage the building of race specials, and when hasn't Ducati used a
special of some kind as the base machine for WSB? Based on the current
AMA rule, they certainly weren't in the US. Have they been using
something different than WSB in BSB? I don't think any of the Japanese
factories have used specials since they switched to 1000-4s, and the use
of them was somewhat limited even in the 750 era. I don't believe Suzuki
has ever built a SB special model, for example.
T3
"Mark N" <menu...@NYETSPAMearthlink.net> wrote in message
news:g8Kdnb-dK9KnB8jb...@giganews.com...
> So has that always been the BSB rule on bike homologation? I thought BSB
> used the same rules as WSB. Or is this new? The AMA uses a similar rule
> for SB, with 300/400 tiering based on the number of US dealerships.
> Anyway, my point is that this sort of homologation requirement does
> encourage the building of race specials, and when hasn't Ducati used a
> special of some kind as the base machine for WSB? Based on the current AMA
> rule, they certainly weren't in the US. Have they been using something
> different than WSB in BSB? I don't think any of the Japanese factories
> have used specials since they switched to 1000-4s, and the use of them was
> somewhat limited even in the 750 era. I don't believe Suzuki has ever
> built a SB special model, for example.
One could argue that all of the big gixxrz are "special" and IIRC Yam did
make a few special R1's just last year, got 'em SStock too...
Champ
<menu...@NYETSPAMearthlink.net> wrote:
>I don't think any of the Japanese
>factories have used specials since they switched to 1000-4s, and the use
>of them was somewhat limited even in the 750 era. I don't believe Suzuki
>has ever built a SB special model, for example.
I recall an 'RR' GSX-R750 back in the early/mid 90s. Similar to
Kawasaki's homologation bike, with CR gearbox, slide carbs, alloy
tank, etc.
But that is ancient history, of course.
Mark N
> "Mark N" wrote
Those R1s were kind of intended for SStock and not SB, one of the big
things was Ohlins forks, and you don't need to homologate those in SB.
Btw, the AMA requires the same number of bikes in the SS for
homologation, 400, as they do for the Japanese in SB. That R1 and the
ZX6Rs built alongside the road-going 636s are the only race specials I
recall in recent years.
Bruce Hartweg
I don't know the history of BSB rules, just stating that if "big"
manufacturers (I assume Honda/Yam/Kaw/Suz) only need 200, then having
"small" (duc/whoever) only need 100 is reasonable to me.
As far as building "race specials" - so what. Yamaha did it recently
for AMA. and if duc can move 100 specials in the UK I'm sure the
Japanese companies could move 200. Yo say they haven't but again, so
what. These are rules that allow you to do something, claiming
unfairness because a participant chose (or chooses) not to do something
is absurd. Now if the rules are skewed (say duc need 10, howayamazuki
needs 1000) then there is an issue.
Bruce
Chris Paine
> That was 100 bikes in the UK, this is BSB rules.
Hmmm. I wonder how many Desmosedicis Ducati are planning on bringing
into the UK ?
Cheers,
--
Chris Paine <c...@ist.co.uk>
"I'm happy, I'm happy, I'm happy ...
and I'll punch the man who says I'm not."
Mark N
> Mark N wrote:
"Absurd"? Is it really? I think all this comes down to what sort of
series the sanctioning body wants, and the participating factories,
since it's production-based racing. And any such high-level series has
to consider them, since they largely drive the thing at the front. So
what options are there?
1) Low allowable mods, high homolgation requirements. Like the SS
classes generally, and the cheapest type of class to run. Problems can
arise when one factory builds a better bike than anyone else, 'cuz
there's not much you can do about it, but that hasn't happened all that
much.
2) High mods, high homologation. You start with real street bikes, throw
most of it out and build a real racebike, like the early days of SB.
Expensive stuff, and privateers have little chance. The cost governor
might be claiming rules, and parts homolgation tries to level the
playing field.
3) High mods, low homologation. Probably the best examples would be
limited run bikes like the H-D VR1000 in the AMA and the FPetronas in
WSB, which really were more GP prototypes. Bad ones, maybe, but hardly
streetbikes. Another example would be the '95 Ferracci 995s, which also
took advantage of the old AMA 50-unit rule, and lesser versions might be
the RC30, OW01, etc.
4) Low mods, low homolgation. Haven't really seen it yet in SB, but this
is kind of what I'm talking about here. The low mod thing makes a race
special even more important, as it's the best avenue to higher
performance. The R1 last year in SStock was this sort of deal, and
Yamaha won 9 of 11 races.
The Japanese factories may not have much interest in building
homologation specials, I doubt that they ever really did. They are
interested in selling their street stuff, and the market niche is
relatively low-cost, high-volume, heavily-automated production. That
doesn't necessarily fit specials as much as a Ducati or MV Agusta, who
do lower-run, high cost, more hand-crafted machines, exactly where race
specials land. And then the rules allow them to do even smaller runs.
The Japanese also have less interest in building a four-stroke
technological tour de force for SB in the age of MotoGP.
If the four Japanese factories want no part in specials, why create
rules that allow Ducati to do that? You're already giving them a 200cc
edge, and playing under the same rules otherwise. Will those specials be
cheap? No, of course not. Will they make the series more competitive,
the racing closer? Unlikely, low homologation specials didn't do all
that much for WSB in the mid-late '90s in this regard.
Ducati must build in plenty of 1098s, so if they really want to run a
1200, then they should either pump up the 1098 as their mass-produced
model and race it, lobby for an overbore allowance (which I would
favor), or live with racing the 1098 for now. A homologation special
either might give them an edge that they don't need or might start an
expensive arms race that does little for anyone.
Anyway, here's something I found on MCN:
"But if Ducati do continue in BSB, any idea of building special and, by
definition, very expensive, 1200cc versions of the current 1098 model
may be tempered by a change in the homologation requirements. The new
BSB rules require manufactures of over 100,000 units to have registered
200 machines in the UK of they type they wish to race. While a smaller
manufacturer like Ducati who produce under 100,000 units have to
register 100 machines in the UK. And by the term registered, it means
registered for road use by June next year."
If true, that street registration deal certainly helps avoid the
problem, that and the 100 units probably means no true race specials for
BSB (meaning in part effectively track-only), and the AMA minimum of 300
imports probably does the same for the US. But we have to wait and see
what WSB will do.
Julian Bond
>On 24 May, 14:11, Bruce Hartweg <doNOT...@nowhere.com> wrote:
>
>> That was 100 bikes in the UK, this is BSB rules.
>
>Hmmm. I wonder how many Desmosedicis Ducati are planning on bringing
>into the UK ?
My guess is no more than 25-30.
One thing about this game. The history of Ducati has been that this
year's 9xxR is next year's 9xxSP Foggy replica, is the year after's 9xxS
is the year after's Monster SP. There is a very direct line between the
homologation special and showroom bike development.
100 1198Rs road registered in the UK is quite a build run and quite a
capital investment. If the price isn't outrageous (under 20K/$40K) they
could probably shift the 75 that don't go to race teams.
Julian Bond
- Dorna have a big stake in BSB.
- Dorna have a vested interest in reducing SBK performance to reduce
comparisons with MotoGP. WSS level engine tuning would reduce costs,
reduce lap times and also widen the gap in lap times between MotoGP and
WSB
- A strong Ducati is good for Dorna
- KTM are now in the mix at the negotiation level. As potential SBK
runners and as a leading team in 125-250 just as arguments are brewing
about the future of 125-250
Bruce Hartweg
Yes, I think it is absurd to claim a rule isn't fair, when it applies
to everyone.
>
> 1) Low allowable mods, high homolgation requirements. Like the SS
> classes generally, and the cheapest type of class to run. Problems can
> arise when one factory builds a better bike than anyone else, 'cuz
> there's not much you can do about it, but that hasn't happened all that
> much.
>
> 2) High mods, high homologation. You start with real street bikes, throw
> most of it out and build a real racebike, like the early days of SB.
> Expensive stuff, and privateers have little chance. The cost governor
> might be claiming rules, and parts homolgation tries to level the
> playing field.
>
> 3) High mods, low homologation. Probably the best examples would be
> limited run bikes like the H-D VR1000 in the AMA and the FPetronas in
> WSB, which really were more GP prototypes. Bad ones, maybe, but hardly
> streetbikes. Another example would be the '95 Ferracci 995s, which also
> took advantage of the old AMA 50-unit rule, and lesser versions might be
> the RC30, OW01, etc.
>
> 4) Low mods, low homolgation. Haven't really seen it yet in SB, but this
> is kind of what I'm talking about here. The low mod thing makes a race
> special even more important, as it's the best avenue to higher
> performance. The R1 last year in SStock was this sort of deal, and
> Yamaha won 9 of 11 races.
Example of Japenese manufacturer choosing to do something.
>
> The Japanese factories may not have much interest in building
> homologation specials, I doubt that they ever really did. They are
What? you just gave a frickin' example.
> interested in selling their street stuff, and the market niche is
> relatively low-cost, high-volume, heavily-automated production. That
> doesn't necessarily fit specials as much as a Ducati or MV Agusta, who
> do lower-run, high cost, more hand-crafted machines, exactly where race
> specials land. And then the rules allow them to do even smaller runs.
> The Japanese also have less interest in building a four-stroke
> technological tour de force for SB in the age of MotoGP.
>
> If the four Japanese factories want no part in specials, why create
> rules that allow Ducati to do that? You're already giving them a 200cc
> edge, and playing under the same rules otherwise. Will those specials be
> cheap? No, of course not. Will they make the series more competitive,
> the racing closer? Unlikely, low homologation specials didn't do all
> that much for WSB in the mid-late '90s in this regard.
>
It's not a rule to allow "Ducati" to do that, it's a rule to allow
*anyone and everyone* to do that. That's my point, the rules to help
Ducati (really the rule to help twins) is the displacement advantage.
The homologation rules seem fair and reasonable, I don't have sales
number for UK but I bet that the big manufacturers sell more than twice
as many bikes as Ducati does, so the rule is fair.
> Ducati must build in plenty of 1098s, so if they really want to run a
> 1200, then they should either pump up the 1098 as their mass-produced
> model and race it, lobby for an overbore allowance (which I would
> favor), or live with racing the 1098 for now. A homologation special
> either might give them an edge that they don't need or might start an
> expensive arms race that does little for anyone.
>
see, here we differ again, I'd rather the factory make a run of specials
that can be bought and ridden by anyone, rather than have the teams do
major engine mods.
> Anyway, here's something I found on MCN:
>
> "But if Ducati do continue in BSB, any idea of building special and, by
> definition, very expensive, 1200cc versions of the current 1098 model
> may be tempered by a change in the homologation requirements. The new
> BSB rules require manufactures of over 100,000 units to have registered
> 200 machines in the UK of they type they wish to race. While a smaller
> manufacturer like Ducati who produce under 100,000 units have to
> register 100 machines in the UK. And by the term registered, it means
> registered for road use by June next year."
>
Exactly my original point, if they want to race it, they need to
sell 100 bikes like it to the UK public, and the bigger factories
need to move 200, not that skewed of a limit.
Mark N
> Mark N wrote:
>> "Absurd"? Is it really? I think all this comes down to what sort of
>> series the sanctioning body wants, and the participating factories,
>> since it's production-based racing. And any such high-level series has
>> to consider them, since they largely drive the thing at the front. So
>> what options are there?
> Yes, I think it is absurd to claim a rule isn't fair, when it applies
> to everyone.
Are we talking about "fairness"? Did I say the new rules are "unfair"?
I'm talking about rules being good or bad for the series, Bruce. I don't
think the 200 for larger manufacturers (code for Japanese) is a good
rule either, but on their own I really doubt that this would be an issue.
>> 4) Low mods, low homolgation. Haven't really seen it yet in SB, but
>> this is kind of what I'm talking about here. The low mod thing makes a
>> race special even more important, as it's the best avenue to higher
>> performance. The R1 last year in SStock was this sort of deal, and
>> Yamaha won 9 of 11 races.
>
> Example of Japenese manufacturer choosing to do something.
>> The Japanese factories may not have much interest in building
>> homologation specials, I doubt that they ever really did. They are
> What? you just gave a frickin' example.
I gave an example in SStock, and one can argue that this particular
special had more to do with putting something on the street and not on
the racetrack. If I recall correctly, they brought in 500 of the Laguna
specials, which is 100 more than homologation requires. In any case,
just because Yamaha did this it doesn't mean the Japanese have a lot of
interest in building homologation specials.
>> interested in selling their street stuff, and the market niche is
>> relatively low-cost, high-volume, heavily-automated production. That
>> doesn't necessarily fit specials as much as a Ducati or MV Agusta, who
>> do lower-run, high cost, more hand-crafted machines, exactly where
>> race specials land. And then the rules allow them to do even smaller
>> runs. The Japanese also have less interest in building a four-stroke
>> technological tour de force for SB in the age of MotoGP.
>>
>> If the four Japanese factories want no part in specials, why create
>> rules that allow Ducati to do that? You're already giving them a 200cc
>> edge, and playing under the same rules otherwise. Will those specials
>> be cheap? No, of course not. Will they make the series more
>> competitive, the racing closer? Unlikely, low homologation specials
>> didn't do all that much for WSB in the mid-late '90s in this regard.
> It's not a rule to allow "Ducati" to do that, it's a rule to allow
> *anyone and everyone* to do that. That's my point, the rules to help
> Ducati (really the rule to help twins) is the displacement advantage.
> The homologation rules seem fair and reasonable, I don't have sales
> number for UK but I bet that the big manufacturers sell more than twice
> as many bikes as Ducati does, so the rule is fair.
But is it good? If Ducati brought in a 100-unit run of race specials,
costing $25-30,000 or whatever, and they ended up dominating BSB like
Ducati did in the 99-03 period - doesn't matter the rider or the team,
they always won the championship - would you view that positively? What
do you think would be "fair" or "good" to see from WSB in terms of a
twins rules change, the same old 150 unit thing? Are you a Euro-defender
of Ducati race specials like Julian?
>> Ducati must build in plenty of 1098s, so if they really want to run a
>> 1200, then they should either pump up the 1098 as their mass-produced
>> model and race it, lobby for an overbore allowance (which I would
>> favor), or live with racing the 1098 for now. A homologation special
>> either might give them an edge that they don't need or might start an
>> expensive arms race that does little for anyone.
>>
> see, here we differ again, I'd rather the factory make a run of specials
> that can be bought and ridden by anyone, rather than have the teams do
> major engine mods.
But what we're talking about here is avoiding major engine mods, the new
rules don't allow massive engine modification. So the way this would
work is that Ducati and the others can't change something in the motor,
but Ducati builds a special that changes that anyway, it just comes in
under bike homologation. Advantage Ducati. And 100 units at a very high
price hardly makes for "specials that can be bought and ridden by
anyone", does it?
>> Anyway, here's something I found on MCN:
>>
>> "But if Ducati do continue in BSB, any idea of building special and, by
>> definition, very expensive, 1200cc versions of the current 1098 model
>> may be tempered by a change in the homologation requirements. The new
>> BSB rules require manufactures of over 100,000 units to have registered
>> 200 machines in the UK of they type they wish to race. While a smaller
>> manufacturer like Ducati who produce under 100,000 units have to
>> register 100 machines in the UK. And by the term registered, it means
>> registered for road use by June next year."
> Exactly my original point, if they want to race it, they need to
> sell 100 bikes like it to the UK public, and the bigger factories
> need to move 200, not that skewed of a limit.
And, again, it's not the 100 vs. 200 I'm talking about, it's just the
100. But you were probably one of those who back in the late '90s was
saying, "So the WSB rules favor twins, so what? There's nothing that
prohibits the Japanese from building twins, is there?"...